Train-control system.



A. CASALE TRAIN CONTROL SYSTEM. APPLICATION FILED JAN. 22, I915.-

' amed Feb 22,1916.

2 SHEETS-SHEET 1.

v mmmu fiMMAM 42,5 Inventor,

l Attomeys-v A. CASALE. TRAIN CONTROL SYSTEM. APPLICATION FILED JAN. 22, 19'5- Patented Feb. 22,1916.

Attorneys.I

UNITED-sures PA;

v .ANTONIO CASALE, OF SCBIANTON, EEN'NSYLVANIA.

\TRAIN-CONTROL SYSTEM.

- Specification of Letters Patent.

Patented Feb. 22, 1916.

' Application filed January 22, 191 5. f Serial No. 3,708.

To all whom, it may concern:

Be it known that I, ANTONIO CAsALE, a

citizen of the United States, residing at Scranton, in the county" of Lackawanna and State of Pennsylvania, have invented a newand useful TraimControl System, 'of which the following is. a specification.

The present .inventionappertains to train control systems, and is particularly an 1m- 'provement over the train control system disclosed in my oo-pending application Serial No. 863,112, filed September 23, 1914. One object of'the invention is the provision of an electrical system, embodying a normally closed train carried circuit having means interposed therein for normally hold-' 'ing an actuating mechanism for the'throttle lever and engineersbrake'valye in inactive position, means being provided for opening the said circuit when the train enters a dangerous zone, or upon the happening of an accident to the system,;or' the like, so

' that the actuating mechanism may be released for throwing the throttle lever and "actuating the brake valve to bring the train to a halt. i i

It is'also within the scope of the invention to provide atrain control'system of the natureindioated, improved generally in the arrangement and combination of the component elements, to enhance theutility of the system and to enable the system to operate -properly under the various conditions.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes ,in the precise embodiment of .the invention hereindisclosed can be made within the scope of what is claimed,- Without departing from the spiritof the invention.

1 The invention is illustrated in the accompanying. drawings, wherein z+- t Figure 11s a d1a ammat-ical view of a portion of the track, i lnstrating three blocks thereof and depicting a train m oneblocln Fig. 2 is-a fragmental diagrammatical View illustrating a modification; F1 3 is. an

enlarged sideelevation of one o the brush devices. Fig. 4: is a view illustrating a modified' form of brush device, and illustrating in section, a modified form of sub-rail. Fig. 5 is a-side elevation of the modified form of sub-rail.

In carrying out the invention, the rails of the traclrare insulated at suitable intervals, to provide the blocks,.three blocks, designatedA, B and C, being illustrated in the drawings, and the traffic rails of the block C being designated 1 and 2.

A partial electrical circuit is associated with each block of the track, only one of the partial track circuits being illustrated in Fig. l, and this embodies a pair of sub-rails 3 and 4 disposed at the opposite sides of the the said block, or that end of the block '13 adjacent the block A. A similar pair of sides of the rails of the block B at the other end of the block B or adjacent that end of theblock B- adj acentthe block C. The rails 3 and 5 at one side of the block 13 'are conrails of the block B and adjacent one end of sub-rails 5 and 6 are disposed at the opposite nected byan electrical. conductor 7 having v interposed therein, a suitable resistance 8.

"The rail'5 isconnected by a conductor 9 to the adjacent end of the mill of the block C, and the sub-rails 4 and 6 at the opposite side of the blockB are connected by a conductor 10, while the rail 6 is connected to the ing the block C. The train '1 carries a pair of brush devices 13 and 14 at opposite sides thereof, and each of the brush devices embodies-a shoe 15 which is spring pressed so as to yieldwhen riding upon or encountering one Of the sub-rails. The train T carries a partial electrical circuit which cooperates with the partial track circuit to form a'complete circuit, under certain conditions and said train carried circuit comprises a con;

ductpr 16 which is terminally secured to the shoes 15 of'the terminalbrush devices 13 and 14'. The conductor 16 has interposed thereinin series, the relay electromagnets 17 18,19, 20 and 21,. the electromagnets 18 and 20,

beingmounted upon a single core 22 and the electromagnets-ll'l and 21 being mounted upon a single core 23 also. other source of electricalourrent 24: is interposed in the conductor 16. The electro- A battery or' magnet 19 has the lowest resistance and is the most sensitive of the' said electromagnets, and the electromagnets 18 and20 have a greater resistance and are less sensitive than the electromagnet 19, while the electro- 1 -magnets 17 and 21, have greater resistance and are less sensitive than the magnets 18 and 20, in order that the magnets 19 1820 and 1721 may be energized successively to a suflicient operative degree, accordingly as the intensity of the current traversing the electromagnetsis increased by the cutting out of the resistances of the partial track circuit. The train T also carries an auxiliary normally closed electrical circuit 25 which includes an armature switch 26 cotiperating with the'electromagn'et 19 and adapted to is employed for closing the circuit when thebrush devices 13 and 14 are engaged by the sub-rails, and the brush devices 13 and 14 have means for normally connecting the conductors 34 and 28 of the circuit 25 to close the said circuit when'the brush devices 13 and 14 are released from the sub-rails, as will hereinafter more fully appear.

The solenoid 33 is employed for normally holding an actuating mechanism for a throttle lever actuating device in inoperative or idle position, in order that when the solenoid 33 isdeenergized in any manner whatever, the actuating mechanism will be brought into operation for swlnging the throttle lever. To this end, a pipe 35 which connects the air or pressure fluid reservoir 36 and a cylinder 37 is provided with a'controlling valve 42. The piston 38 which is slidable within the cylinder 37 has its piston rod 39 engaged operatively to the throttle lever 40 whereby the admission of air into, the cylinder 37 will swing the throttle lever partially back, and the throttle rod 41 will then partially shut off the admission of steam into the engine cylinders. The valve 42 is provided with an operating arm 43 which is connected to the core 44 of the solenoid 33 by means of a link 45, a spring 46 being connected to the arm 43 and the link 45, whereby when the solenoid is deenergized, the spring 46 will swing the valve arm 43. The valve '42 is normally closed, since the solenoid 33 being energized will attract the core 44 and'will swing the valve arm 43 to such a position as to hold the valve 42 closed, and whereby the passage through the pipe 35 is closed. The actuating' device 373839 for the throttle lever will thus be idle under normal conditions.

The solenoid 31 is employed for normally holding in inoperative position, an actuating mechanism which is connected operatively With the throttle lever and engineers brake valve, whereby upon the deenergizationof the solenoid 31, the throttle lever will first be swung to shutoff the passage of steam into the engine cylinders, and in which event the brake valve will be operated to set the air brakes of the train. To this end, a pipe 46' connects the air reservoir 36 and a cylinder 47 whose piston .48 has its piston rod 49' arranged to coi perate with the throttle lever for swinging the same backward. The pipe 46 is connected to one end of the cylinder 47, and a pipe 50 is connected to the other end portion of the cylinder 47 and is in turn connected to acylinder 51 having a piston 52 working therein, the piston rod 53 of the piston 52 being operatively connected to the brake valve 54 which'when actuated by the movement of the piston 52 enables the air to set the air brakes. The

pipe 46 has a controlling valve 55 therein and the valve has an actuating arm 56 which is connected to the core 57 of the solenoid 31 bymeans of a link 58, a spring 59 being connected to the arm 57 and link 58. The valve 55 is normally closed due to the attraction of the core 57 by the solenoid 31 and when the solenoid is deiinergized, the spring 59 will swing the valve 55 open, to admit the;

cylinder 51.

The device for normally closing the circuit 25 embodies a conductor 60 connected to the conductor 3401 the circuit 25 and to a contact 61 with whicha switch lever 62 is coiipera-ble. The switch lever 62 is carried by the switch 14 and is operatively connect- 'ed with the yieldable or movable shoe 15 of the brush device 14 by means of a link 63. A conductor 64 connects the conductor 28 of the circuit 25 with a contact 65 with which a switch lever 66 is coiiperable, the switch lever 66 being carried by the brush device 13 and being operatively connected with the shoe or contact member 15 of the brush device 13 by means of a link 67. The switch levers 62 and 66 are connected by a conductor 68 and the switch levers 62 and 66 are normally in engagement with the contacts 61 and 65 respectively. When the shoes 15 of the brush devices 13 and 14 are released,

the brush devices 13 and 14 being disengaged from the sub-rails will open the circuit through the conductor 16'whereby the electromagnet 19 .will be deiinergized, so that the armature switch 26 will be retracted by its spring out of engagement with the contact 27. Thus, two devices are employed for closing and opening the circuit 25, and

loo 1 air into the cylinder 47 and then into the I I they 1 other.-

are connected in parallel to one an A device controlled by the electromagnets 18 and.- 20 is employed for connecting the conductors 28 and 32 of the circuit to shunt oil the solenoid 33 whereby thesaid solenoid will be denergized and to'this end an' 'armature switch69 coeperates'with'the core 22 of themagnets 18 and 20, and is spring pressed so as to be normally spaced ,from the contact 70 with which it c'oeperates. The armature switch 69 is connected by means of a conductor 71 to the conductor 32, and the contact 70 is connected by a conductor 72 to the conductor 28. Thus, when the. magnets 18 an (1'20 are energized; the

armature switch 69 will be attracted," and will engage the contact 70, whereby the conductors 7-1-42 and'switch 69 will form a shunt connectingthe conductor 32, between the solenoids 31 and 33,,and the conductor 28 which is connectedtothe battery 29, and

.' asa consequencathe current from the battery 29 will not-traverse the solenoids 33, dueto the short-circuit established by the closing of the circuit through the conductors 71 and 7 2. l

A device'is employed connection with ture switch 73 cocperateswiththe'core 23 of the magnets 17 and"21and is spring pressed so as to normally be disengaged from a contact 74 with which the switch 73. coiiperates. The switch .73 and contact .7; vare connected by" conductors? 5 and 76, respectively, to the conductors 30 and 64:.

The brush device 13 is illustrated in detail in Fig.3, it being understood that the brush devices 13 and. 14:'a1'e duplicates of one another. The brush device 13 embodies the shoe' or contact 15 adapted to ride upon the sub-rails andvhaving upstanding guide rods-'78 sli'dable through-the frame 79 which is attached to the truck or other part of one car or coach of'the train. Springs 80 are enceof the springs 80," will-normally hold the contact member 66 -cf the switch lever 66 in'engagement "with the contact 65. .This

I is true of p U both of the brush devices 13 andl t, I a Inoperation, supposing the blocks B and C to bevclear, and assuming'thatthe train 'T is approaching and entering the block i B from theblock A, the partial track and 5 train carried circuits will be open until-the brush devices 13 and 1 1 encounter the sub vrails 3 and 4. Thus, the shoes 15 of the brush devices 13 and 1e being normally def pressed, will cause the switch levers 62 and 66 to be swung intoengagement with the respective contacts 61 and 65. This willclose the circuit 25 under. normal conditions, or when the brush devices .13 and 14 are released from the sub-rails. As a conse-' quence, the current from the battery 29 will traverse the conductor 30, the solenoid 31, conductor 32, the solenoid 33, the 0011- ductor 34L, the conductor 60, the switch lever 62,-the conductor 68, the switch lever- 66 and the conductor 64a The solenoids 31 :md will therefore be normally energized. to hold the valves 42 and closed. The brush devices 13 and 1'4.v being disengaged from the sube'ails, will open the circuit through the conductor 16, and as a result, the magnets 1.7, 18,19, 20 and 21 will be deenergized, and the armature switches 26, 69 and 73 will normally be open. Now, as the train '1 passes the sub-rails Sand 4, assuming the block G to be clear, the brush devices 13 and 14 in contacting with the subrails 3 and 4 will close the circuit through the cooperating partial circuits of the train and track. Thus, the current from the bat tery 24 will traverse the conductor 16 and s electroma2'nets, the .rail 3, the conductor/7 having the resistancefi therein, the rail 5, the rail .1, the resistance 12, the rail 2, the conductor 11, the'rail 6, the conductor i'ng interposed in the said circuit, will so weaken the current, that only the most sen sitive. magnet 19 will be sufiiciently energized so as to attract its armature switch. Consequently, the-armature switches 69 and 73 will remain open, while the switch 26 will be closed, to close the circuit 25 as soon- I as the'switch levers 62 and 66 are swung I out of engagement with the contacts 61 and 65, respectively, due to the'engagement of 0 the brush devices 13 and 14 with the subrails 3 and 4. Thus, 'the current furnished by the battery 29 will traverse the conductor 30, the solenoid' 31, the conductor 32,

e olenoid 33, the conductor 34,, the switch i 'the'abs'ence of accident to the system or. the'presence'of grbtrain upon the block C. The conditions a ve referred to will be presentalso when the brush devices 13 and" 14 pass over the sub-rails 5 and .6, in that the solenoids 31 and'33, will not be deener- Supposing a train T'lisoccupying' the l 10, and rail 4:. The resistances 8 and 12 be- 100 y block when the train T enters the block B, the train T will bridge the partial track circuit by establishing a shunt across the rails 1 and 2, and cutting out the resistance 12 fromthe partial track circuit.

-Theref0-re, as soon: as the brush devices 13 and 14 engage the sub-rails 3 and 4, they will close the circuit through'the cooperate ingpartial tram and track circuits, butsince the resistance 12 has been cut out from the circuit, the current established by the battery 24 will be stronger, and will not only energize the magnet 19 sufficiently to attract the ar1natureswitch-26, .but W111 alsosufiiciently energize the magnets 18 and 20 so as to attract the armature-switch 69. his a result,-the current. from the battery 29 W111 traverse the conductor 30, the solenoid 31,

the conductor 71, the armature switch 69,

- the conductor 72, and conductor 28. This will shunt out the solenoid 33, which'will immediately become denergized, and the spring 46 will then come into play for opening the valve 42. The valve 42 being opened will admit the compressed air into the pisten 37, and the piston 38 being actuated, will swing the throttle lever partlally back to initial position, and as a result the flow of steam to the engine cylinders will be cut oil partially, to reduce the speed of the train, and serve as a signal for warningthe engineer of the impend ng danger, or that the train is entering a dangerous zone.

"the train and track circuits will naturally be opened, and the electromagnets 17,18,

19, 20- and 21 will be deenergized, and the current of the battery 29 will again traverse the solenoid 33, but since the piston 38 of the cylinder 37 is not capable of swinging the throttle lever 14 open, the throttle lever will remain in the position to-which it was previously swung by 'thespiston 38. Now, when the brush devices, .13fand 14 engage the suba'ails 5and 6, the'partial train and track circuits will again cooperate to establish a complete circuit through the conductor 16, the rail5, the conductor 9, the rail 1, the

E train T, the rail 2, the'conductor' 11, and

the rail 6., Thus, both of the resistances 8 and 12; arecut out, and this will still furtherincrease the current flowing through thesaid circuit, and as axresult, the least sensitive magnets '17 and 21 Will be energized sufiiciently to attract the arn ature .switchj73. This will cut out both of the solenoids 31 and 33 from the circuit 25, it being noted that the current from\the battery 29. will flow through the condlictor 75,-

;64, .and conductor 28.

pressed air into thecylinder 47, and the piston 48 will therefore be actuated to swing the throttle lever 40 to initial position, and tozthereby completely cut off the flow of -when itenters theblock adjacent to a block "to' tan. respective contacts 65, and 65'.

the switch 73,'conductor 76, the conductor The solenoid-31 being deenerg ized will ,allow the valve, 55 to swing open, which will permit the .com-

steam to theengine cylinders. As soon as I the piston 48 passes the end of the pipe 50, the air will be admitted throughthe pipe 50 to the cylinder 51, and as a result, the piston 52 will be "forced in theproper direction to actuate the brake valve 42,- and asa result, the air brakes will 'be thrown into operation for bringingthe train to a halt.

It will therefore be apparent that the present apparatus is operable to gradually reduce the speed of the train, as a caution,

which is occupied by. another train, and should the train entering the block: continue to move; into the dangerous zone, which creates an emergency or dangerous condition, the train will be automatically stopped. The present apparatus is also op,- erable for arresting the movement of the train, when any circuit is accidentally broken or opened, since this allows,- directly or indirectly, the solenoids 31 and 33 to bedenergized for opening the valves. A failure qiirthe system to operate properly, therefore, will create an emergency or danger condition, resulting in the arresting or stopping of the. train, until the danger is removed. c g

Fig. 2 illustrates a slight inddification, in that the pipe 35 is not connected to acylinder for operatingthe throttle valve, but on the other hand,. the pipe 35 is provided beyond the valve- 42 with a whistle or signal 77 which is adapted to be operated when a caution or warningsignal to the-engineer,

when his train enters a bloclnadjacent a gineer to stop" the train.

the valve 42 is opened,'and which will give In Fig. 4, a modified forinof brush de- ,vice is illustrated, for cooperation with. a modifiedform of sub-rail. This modified form of brush device-'13embodies a bell crank lever 66 fulcrurned to the frame 79.

and having a conductor 16' of the partial,

train carried circuitc onnected thereto. The

. 1 upstanding arm offithe lever 66 carries an insulated contact '65 which is cooperable with -a-zcontact 65 carried by theframe 79, the "ductors 64 and 68 being'connected A, coiled 'i'ivire retractile spring 81 connects the,

upstanding arm a; the lever 66? and theframe 79, to return thelever 66 when it is released, from the sub-rail, to thereby bring the ccntacts 65" and 65 ment with one another. The. sub-rails 3 into engagea suita'ble bracket 82zwhich has an over hanging 'portion fromf'which ther'ail 3 defromthe elements and from-objects'dropped' thereover. The outstanding-armor the "lever 661s adapted under the rail 3",; to therebyswing the lever 66 to" the position illustrated=irrildigu; .215, and tojsepae W, te the :contacts 65 and r It is-fof advantage to. have the magnets 18 and 20 mountedupon the common core .22, and to have thej magnets "17 and 21' 5 -mounted upon thecomm onxcore 23, since i should either onemagnetr of a pair'become "short circuited, the other magnet of the pair would still operate the cocperating armature.- switch. 7 v.

what is claimedpas new 1. In a traincontrol system, the co1nbination with a partial track circuit including 2 Having thus described the invention,

in series, insulated trafiic. rails, a resistance zs therebetween, and a sub-rail connected to one ofthe traffic rails; of a normally closed,

train carried circuit including a source of electrical energy, an electrically operated device adapted to hold atrain stopping mechanism in inoperative position, and a normally closedand axnormally opened switch connected in-parallel to one another; and a train carried partial circuit coiiperatin'gwith the. partial track circuit and including atcontact shoe at one end engageable with tee'sub-rail, .anelectrical device for closing the aforesaid normally open switch,

and an electrical device'connected to the.

, -aforesaid train carried partial.circuit for 40 shunting out the'first mentioned electrically operated device when said resistance is cut out to release'the train stopping mechanism; the normally closed switch being 'operatively connected to the contact shoe whereby when the contactlshoe engages the sub-rail the normally closed switch will be opened; and means for electrically connecting the other end' of the'train carried par tial circuit and the other trafiic rail.

2: In a trainrcontrol system, the combination with a partial track circuit including in series, insulated traffic rails, a resistance therebetween, a pair of sub-rails one of which is connected to one traflic rail/and a -5'5 resistance between the sub-rails; of a normallyclosed train carried circuit including a source of electrical energy, a pair of electrically operated device's, one of whicli is adapted to hold a train stopping mechanism in inoperative position, and a ndrmally 'open and a normally closed switch con-- nected in parallel to one another; and -a train carried partial circuit cotiperatul-g with. the partial track circuit and including a contact shoe at one end engageable with the aforesaid normally open switch, and 'a pair of electrical devices connected to the A aforesaid train carried partial circuit, said 5 pends, whereby the rail-"3 will'be protected pair of electrical devices of the train car- 7 vices of the normally closed train carried circuit, one of the said pair of electrical devices of the train carried partial circuit beso ingle'ss sensitive than the other and being adapted to operate when both resistances are cut out for shunting said electrically operated device of the normally closed circuit .WhlQhhOldS the train stopping mecha- 35 nlsm in inoperative position, the normally closedswitch being operatively connected toythe contact shoe whereby. the contact'shoe in engaging the sub-rail will open the normally closed switch; and means for electrically" connecting the other end of the train carried partial circuit and theiother traflic railr I v 3. In a train control system, the combination with a partial 'track circuit includ- '95 ing in series, insulated traffic rails, a resistance therebetween, two pairsof'sub-rails, the sub-rails of one. pair being connected to the traflic rails, and a resistance between a sub-rail of'one pair and a sub-rail of the other pair; of a normally closed train carried circuit including. a' source of electrical energy, an electrically operated device adapted to hold a train stopping-mechanism.

in inoperative position, a second electrically I carried circuit, and an electrical device connected. to the npgmally closed train carried circuit for shuntihg-out the first mentioned electrically operated device of the normally closed circuit, the said electrical deviceslof; the train carried partial circuit being of dif-'. frerent resistances, whereb the-secondmen-5;,

tioned electrical device 0 the train carried partial circuit -will be operated Whenthi? first mentioned resistance is cut out and thethird mentioned electrical device of the ,139

when 1 both resistances age cut out; the ture in the presence of two witnesses. norma 1y closed switches eing operatively connected to the contact shoes whereby the ANTONIO CASALE' 5' normally closed switches will be opened. Witnesses:

when the contact shoes engage the sub-rails;- MONROE E. MILLER,

In testimony that I claim the foregoing IVY E. SIMPSON.

train carried partial circuit will be operated as my own, I have hereto afiixed iny signa- 

